Aeroplane



Sept. 23, 1930. M R, HORETH 1,776,316

AAAAAAA NE Filed Feb. 6, 1929 2 Shoots-Sheet l Sept. 23, 1930. M R. HORETH 1,776,316

AEROPLANE Filed Feb. 6, 1929 2 Shoots-Sheet 2 Mara in 2?. H0 reak Patented Sept. 23, 1930 UNITED STATES MARTIN R. HORETH, 0F BROOKLYN, NEW YORK AEROPLANE Application filed Februaryv e, 1929. serial Nn. 337,866. y

This invention relates to aircraft of the heavier-than-air type and proposes an aero# plane construction by which the factors of safety in flight and in landing are enhanced. The principal object of the invention is the provision of means, operable at will to depress the tail of the aeroplane for bringing it out of a nose dive or for moderating the steepness' of a glide, as well as holding 'down the plane when it has once established contact with the ground, upon landing.

Another object of the invention is to provide means functioning as a wind'brake to bring the aeroplane quickly and smoothly to' a standstill.

Still another object of the invention is the provision of an auxiliary tiltablewing -con-` tributing its factor to the lifting capacityof the aeroplane as well as performing the'funo! tions indicated in the objects aforesaid.

Cther objects of the invention will appear as the following description of a preferred embodimentthereof proceeds.

In the drawings, in which the same characters of reference are used to desiv'nate simf ilar parts throughout the several gures,

Figure 1 is a side elevation of an aeroplane embracing the principles of the invention,

Figure 2 is a front elevation partly in section taken along the line 2-2 of Figure 1,

Figure 3 is a vertical longitudinal section, the front and rear-most portions of the plane being omitted, Figure 4 is a front elevation on an enlarged scale showing details of the control gears,

Figure 5 is a diagrammatic illustration indicating how `an aeroplane is brought out of a nose dive with the aid of the present invention.

Referring now in detail to the several figures, the numeral l represents the body or fuselage of the aeroplane, 2 being the cock'-y pit or cabin, and the main or sustaining wingbeing indicated bythe numeral 3. Disre- 'ding the additional structure embodying Vmam wing. fTheauXili'a'ry wiiigl' vlatable about itfspivot'al connectie downwardlyintoI pressure 'contact "with-tlf the present invention, this wouldbe an'ie,x"cj plane of the monoplan'etyp fa'lthough the invention is equally applicable tolafbi-iplaneu" rlhe invention comprises' anauxi'lia'rywing 4 positioned above the main wing Sjandp'iy "5() otally mounted adjacent 'its' endsi onTfiXd-j "i standards 5 erected adjacentc Jthe forward 'ff edge of the main-Wing and A'sufitlably'lr'abd The width'of the auxiliary'win'gffrin front to rear is preferablyI suoh'tliattheieavvaiY edge of the auxiliary' wingterininte' slight-ly forward of the rearward'dgeifl' a range Vof positions''xtndingfbetwe normalposition as shown in lfull'lines i ure`3 and thefbroken linel position"ind"l at lin Whichl therear edgeof'h'" 'ilx'ili wingis contiguous to but'is spac f whiith rear-edge of the main wi'ngf'ito pr'jtei therewith in the'formationif'a restricted opening or 'slot for the vpa'ssageof imi" i In further alluding tot this *feature* invention, attenfinn is; invited feo? "un in which it is illustrated that when l is adjusted tothe dotted linepositio` 'sliow' at 4', the air 'encounteredWilll beijdeilectd rear edge porti-0n of the mainsus'tazin'ing wing and will depress such'portion'of'thefimaii 75 Wing with the result -that-"the plane i'sifrted'f up and is brought into the' gentleglid 7T- gested in Figure 5. *i Particular attention is invited to' the factfi 'i that the standards 5 are mounted adjacent'f the upward edge of themain sustaining wifi'igf,il 3 so that simultaneously with the depression of the rear edge portionof the main:tv'ilfifgfi, a lifting force will be applied to the forward edge of the main wing.` I'

a S5 Of course,l in carrying out `v the finvention, the standards 5- and the bracing' means thererelfjl Aforare'positioned toallfrv'v. of'th'es free andE-f, normal oscillation of the ailerons in response to the adjustment thereof by the pilot. 90

Means for adjustably positioning and holding the auxiliary wing in any one of its positions is shown, particularly in Figures 1, and 3, comprising sectors 7 secured to the auxiliary wing at its rear portion and eoneentric with its pivotal connection. Said sectors preferably pass through and terminate below suitable slots 8 formed in the main wing and areprovided with teeth 9 intermeshing with the teeth of the pinions 11 carried by the shaft 12 which extends transversely of the aeroplane. Said shaft is operated from a worm and worm wheel drive 13 by means of a chain 14 passing over suitable sprockets 15 and 16 operatively connected, respectively, to the Worm drive and to the shaft 12.

It will bc understood that the s ecific 0perating means as shown is merely by way of example and that any other equivalent operating means might be substituted therefor without transcending the scope of the invention. The worm and sector drive is operated by a suitable handle 17.

The sectors 7 as well as the standards 5 are designed to act as struts supporting the auxiliary wing in any position of adjustment of the latter and in this regard it will be noted that the Worm and sector drive is irreversible, so that the portion of the sustaining load borne by the auxiliary Wing is rigidly sustained by the driving mechanism Without imposing any stress upon the operating handle which may be left free after adjustment of the auxiliary wing has been made.

Vith the auxiliary wing in the position shown at 4 in Figure 3 the air current striking the lower surface of said wing is deflected downward as indicated by the arrows striking the main wing near its rear portion, that is to say, to the rear of the center of mass of the aeroplane, exercising a turning moment upon the aeroplane about some exterior point such as 18 lying in a vertical line passing through the center mass of the aeroplane. This, of course, tends to depress the tail of the aeroplane, which function 1s particularly useful in bringing a plane out of a nose dive as indicated in the three positions a, b, c, successively shown in Figure 5.

This. auxiliary control is, also, of the greatest advantage in moderating the steepness of a glide. by tending to elevate the nose of the aeroplane, thus taking considerable of the strain olf of the horizontal rudder. In exercising this control, the position of the pivotal connection of the auxiliary Wing is as far forward of the center of mass of the aeroplane as is practicable, increases the leverage of the auxiliary Wing and producing the maximum of depressing force upon the tail of the aeroplane with the minimum extent of adjustment of the auxiliary wing. This is of great importance since naturally the more the auxiliary wing is inclined the present invention in keeping the tail dei' pressed.

lVhen the auxiliary wing is adjusted to the position shown at C in Figure 5 or in a position approximately thereto, it acts as an effective brake by almost completely occluding the space between the Wings and thereby offering a maximum head resistance to the wind. This is a. particularly safe and efficient mode of braklng since it is entirely inde-` pendent of ground inequalities and is sufliciently extensive to bring the plane to a quick standstill. At the same time, its tendency is to push the aeroplane backward, stabilizing it upon its tail preventing it turning over on its nose.

It will ofcourse be recognized that when the auxiliary wing is in its intermediate position concentrating the air current down upon the main sustaining wing, the vacuum above said main Wing upon which the aeroplane ordinarily depends for much of its lifting power, is destroyed. This is, however, compensated for almost entirely by the vacuum above the auxiliary wing, and which vacuum increases, up to a certain limit, the more the auxiliary wing is tilted.

While I have in the above description endeavored to disclose what I believe to be a preferred and practical form of my invention, it is to be understood that the specific details as shown are merely by way of example and not to be considered limitative in their bearing upon the scope of the invention.

Vhat I claim as my invention is:

1. In an aeroplane, a main sustaining Wing, struts extending above said wing adjacent the forward edge thereof, an auxiliary wlng pivoted adjacent the forward edge thereof to said struts, toothed sectors extending downwa rd from the rear edge portion of said auxiliary wing, said main wing being provided with slots for the passage of said sectorsxa transversely extending shaft beneath sald main wing and having gears meshing wlth the teeth of said sectors, and means connected to said shaft to operate the same.

2. In an aeroplane, a main sustaining wing, struts extending a'bove said Wingadjacent the forward edge thereof, an auxiliary wing pivoted adjacent the forward edge thereof to said struts, toothed sectors extending downward from the rear edge portion of said auxilia wing, said main wing bein provided wit slots for the passage of sai sectors, a transversely extending shaft beneath said main wing and having gears meshing with the teeth of said sectors, and control means connected to said operating shaft and embodying an intermeshing worm and worm wheel holding the auxiliary wing in adjusted position.

In testimony whereof I aix m si ature.

MARTIN R. HRTH, 

